*EDIT*
Info for future readers of this thread...
Since I originally made this post, I've done some cleaning up of this thread and deleted some posts, therefore some of the following posts will seem out of context unless you read this first...
 
At the time when this post was made, it included some datalogging results for the pre-IC and post-IC air temperatures with my old A2W intercooler setup. At the time, I had 2x PWR heat exchangers in the engine bay (one in the normal A2A location on the right, and another on the top left of the engine bay), with a PWR A2W intercooler barrel in the boot. 
 
Since late 2013, I've had a more typical setup with a front mount heat exchanger and an A2W intercooler core in the engine bay, and it works significantly better than the previous setup described above!
 
See here for updated temperature datalogging results with the old A2W intercooler setup:
http://www.mr2australia.c./mr2play/fb.ashx?m=82596

Nice work!  I agree with all your points except ...

robk
- It takes about 1 minute for the air temperature after the intercooler to reduce back down (close to) the typical cruise temperature. This time would be reduced if the vehicle speed was higher, increasing the air flow to the heat exchangers. 
 

 
I think what you're seeing here is the effect of the thermal inertia of your sensors.  Even supposed "fast response" sensors exhibit significant inertia, and this is somewhat increased with lower airspeeds.  You'll notice that your pre and post intercooler temps follow an almost identical curve, despite the fact that the intercooler core temperature is remaining stable.  I say this because the core temperature very closely approximates the water temperature due to the huge water/aluminium junction area (very low thermal resistance), thermal conductivity of aluminium and constant water flow.  If the core temperature was increasing significantly you'd see less difference between the in/out temps, and this is not occurring.
 
  Back to the sensor, when the airflow is high (lots of boost and engine speed) it reacts quickly because the sensing element surface is always in contact with air that has not cooled significantly due to the contact with the element.  When airflow is low, a cushioning layer of air forms, increasing the thermal resistance of the air/element boundary in turn increasing its reaction time.  This is why you see the temperature rise quickly but drop more slowly - the sensor is lagging the air temperature at a rate somewhere inversely proportional to flow. 
 
Which brings me to my point.  Better airflow through your heat exchangers won't have any effect on this, because it's not the water that needs to be cooled more quickly - it's remaining cool indicating that the heat exchangers are already working effectively.

What was the temperature there today?

Yes, the temperature decrease, particularly post intercooler, would be almost instant with the coolant and core holding the relatively steady temperature your log shows.  The intercooler works far more effectively at low airflows, this is evident on the parts of the graph where post intercooler temps are only a few degrees above water temp, ie. cruising once thermal inertia effects have subsided.  The pre intercooler temp would reduce more slowly due to heating of the hot pipe, compressor housing, etc. during boost. 
 
The logging you've done doesn't really give much indication how it would perform on the track. Going by the rate of water temperature rise during the two big boost events it might struggle a bit, but as you pointed out more heat exchanger airflow at higher speeds will negate this to some extent.

Those graphs are interesting , but my recorded temps are different by a lot ?
 
Will have to get them but when tuning was done we set a lot of alarms. We turned off the intercooler pump to set alarm light based on temp 50 degrees IAT's.
Red lining constantly start /go it reached only 58 degrees thats on a 28 degree day.
Connected the pump and it never went over 38 degrees.
On the 40 degree days the alarm never went off at all but it nudged 49 degrees
 
With cruising this morning intake temp stayed below 28 degrees and peaked at 35 , but recovered very quickly , it was a cold morning.

Rob's turbo peaked at around 22psi on that log, so I'd expect the temperatures to be significantly higher.  Don't forget, the temperature rise through the compressor is proportional to the pressure ratio based on the equation:  Tout=((Pout/Pin)^0.283*Tin-Tin)/E+Tin where T are temp in Kelvin, P are absolute pressure, and E is compressor efficiency.
 
Given ambient of 20 deg C (293K) and 75% efficiency, compressor outlet temp is 135 deg C @ 22psi !
At 10psi with all other conditions equal, compressor outlet is 81 deg C.

I think it's about time I get my Phoenix Power rear corners fitted and painted, and my left side skirt repaired. Can anyone suggest a good place to get this done? Preferably somewhere near Revesby or Hurstville.
My rear bumper could possibly do with a respray at the same time, because I once sprayed too close with a high pressure hose on the flexible bumper and I ended up with a small area of spider-web cracks in the paint.

Surely someone on here has had body kit work done somewhere in Sydney?
It doesn't have to be near Revesby or Hurstville, that's just a preference.
I know I could just ask a panel beater, but I've had no experience with any in Sydney yet.

few guys here have been to queen street smash repairs (QSSR)
i dont really know where it is but seems to come up now and then so must be popular.
cheers

That place is about 2 mins from me, but I get a bit of a dodgy vibe from them, even if most of their work is good. Someone has suggested Moorebank Bodyworks which is also fairly close to me, so I might try them.